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There was some concern that there may not be much room to gain with a tune on the new M5/M6 with their S63TU motors. After all, the S63TU in those cars versus the S63 in the X5M/X6M has more boost at 22 psi versus 17 psi and higher compression at 10.0:1 versus 9.3:1. Fortunately, there is still some room in the higher strung S63TU as Gintani demonstrated with their Stage I dyno tune on 91 octane California pump gas.

Peaks horsepower gains are 38.3 wheel horsepower on the Gintani Dyno Dynamics which keep in mind reads lower than a dynojet. At 4700 rpm, gains are 67 wheel horsepower. That is a very large chunk to pick up through the curve. The Stage I tune offers considerable gains throughout the entire curve, well done Gintani.

This is just the Stage I tune and we will see far more for this motor. Good to know higher compression and more boost does not stop the F10 M5 and F13 M6 from having room to play with on the stock turbos even on pump gas.

There was some concern that there may not be much room to gain with a tune on the new M5/M6 with their S63TU motors. After all, the S63TU in those cars versus the S63 in the X5M/X6M has more boost at 22 psi versus 17 psi and higher compression at 10.0:1 versus 9.3:1. Fortunately, there is still some room in the higher strung S63TU as Gintani demonstrated with their Stage I dyno tune on 91 octane California pump gas.

Peaks horsepower gains are 38.3 wheel horsepower on the Gintani Dyno Dynamics which keep in mind reads lower than a dynojet. At 4700 rpm, gains are 67 wheel horsepower. That is a very large chunk to pick up through the curve. The Stage I tune offers considerable gains throughout the entire curve, well done Gintani.

This is just the Stage I tune and we will see far more for this motor. Good to know higher compression and more boost does not stop the F10 M5 and F13 M6 from having room to play with on the stock turbos even on pump gas.